Lesson 6- Planning and Design for NMT for planners engineers and transport managers.pptx

Non motorized transport is the most essential transport approaches today to fostering sustainable transport strategies that cities should adapted by in many projects so this document contain detail about the non motorized transport concepts, strategies and logic about is and some case studies how different countries adopt is like netherland known by the name cycling city

1. Planning and Design For Non Motorized Transport and Special Needs

2. Session Objective To understand the significance of the NMTs and be sensitized to their special planning requirements.

3. Session Contents Non Motorized Modes and their characteristics Factors affecting NMT choice Planning and design considerations for Pedestrian, cyclists and other NMTs Planning for special needs; disabled mobility

4. Defining NMT Non-motorized Transportation is also known as Active Transportation and Human Powered Transportation. It includes Walking and Bicycling, and variants such as Small- Wheeled Transport (skates, skateboards, push scooters and hand carts, animal or human based ) and Wheelchair travel. These modes provide both recreation and transportation (they provide access to goods and activities), although users may consider a particular trip to serve both objectives. For example, some people will choose to walk or bicycle rather than drive because they enjoy the activity, although it takes longer . NMT accounts for between 40 and 60 percent of all trips in several major cities in Asia. In the poorer cities in Africa, that proportion is even higher .

5. Benefits Achieve transportation planning objectives such as ; congestion reduction road and parking facility cost savings consumer cost savings Environmental and social benefits.

6. Factors influencing Non-Motorized Modal Choice Behaviour Indicators Characteristics Feature Network Continuity Whether sidewalks/paths exist and connect throughout the area/dedicated lanes. Congestion and user conflicts Whether sidewalks/paths are congested/crowded/encroached Functional widths, peak period density, hazard clearance Traffic protection Presence of physical separators , bollards , speed controls, traffic calming measures Road crossing Network quality segregation Whether sidewalks/paths/lanes Are properly designated, designed and maintained Functional width Standard designs Quality Separation from motorized NMT Network density Crossing widths , quality/quantity of Crossing

7. Cont ……. Feature Topography Sense of security Wayfinding Weather protection Cleaniness Attractiveness Marketing NMT education and awareness programmes , trip reduction programmes Indicators Characteristics Steep inclines Portions of facility with steep inclines Perceived threats Reported security incidents, light and visibility Quality of facility design,nearby landscape , area liveability Effectiveness of efforts to encourage NMTs. Appealing Cleaniness of the facility Graffiti, waste disposal Navigational guidance Signs,maps Shady trees, covers Protection covers

8. Only a few roads have footways Footways are often encroached on by vendors There are no bicycle lanes The few overhead crossings available do not seem to be popular and convenient from the pedestrian point of view; The provision of guardrails is almost absent Road signage is generally poor Main Issues with NMT Affordability Hostile road environment Insecurity Negative social and government attitude A sign of Poverty? Lack of requisite infrastructure Regulatory aspect such as taxation ( in case of Africa bicycle as luxury good)

9. Mixed traffic in Developing Countries No segregation for Cyclists/pedestrians

10. Manual Survey In the first manual count- counting flows of pedestrian/cyclists/other through a junction, across a road or a long road section. Requisites: Consideration to peak time. Day of observation should represent actual demand Careful selection of Cordons Video Surveys Attitude Surveys Prediction of Design Year

11. Link Characteristics; Traffic volume Network Characteristics ; connectivity Supporting policies; bicycle parking Population characteristics Link level Trips Land use ; population density Characteristics Of other modes Link Network Friendliness ; traffic volume Total nonmotorized tripmaking Climate/ weather

12. Pedestrians Walking is a mode of transport in itself and complimentary mode for all other motorized trips. Public transport trips require walking trips of about 500 metres . Private transport trips require people to walk and fro from their vehicles. Principal mode in the developing world- captive walkers. In the west- walk by choice for health/ environment reasons

13. Cities of the Developing World Pedestrian Trips (%) Beijing 14 Sao Paulo 34 Shanghai 37 Jaipur 39 Havana 43 Addis Ababa 60     Pedestrian Trips

14. Country Bicycles (millions) Car (millions) Car-Bicycle Ratio China 300 1.2 250 India 45 1.5 30 S.Korea 6 0.3 20 Tanzania 0.5 0.5 1 USA 0.3 139 0.7 Germany 45 26 1.7 Cyclists Bicycles depend upon human power, have large share of daily trips in Asia especially . People using bicycle in developing countries are primarily from low income groups

15. City Bicycle Trips Average Trip Length Beijing 47 6 Km Jaipur 27 5 Km Havana 14 5km Shanghai 13 10 Km Bicycle Trip Length

16. Negatively affected by detours Efficient road use wherein the capacity is higher than that of automobiles Modal Characteristics of Pedestrian and Cyclists Vulnerability Low infrastructure requirements Gradient hindrances

17. Climatic conditions Air and noise pollution Vulnerability to objects Threat of assault Disregard of policy-makers and Non-inclusion in transportation planning Constraints to Pedestrians/cycling Urban Sprawl Transport related factors not involving vehicles such as poor pavement, dirt, physical obstacles, barriers, and street vendors. Factors related to vehicle traffic: threat of accidents, waiting time to cross, pedestrian overcrowding.

18. Priorities in NMT Provisions Safety- pedestrian/cyclist are at highest fatality risk Need to identify locations with high accident risk Pedestrian risk = Causalities per year / Pedestrian Flow per hour X 10 2 Conflict- A formal design procedure for establishing pedestrian crossing facilities is necessary based on the volume of potential conflict between pedestrians and vehicles PV 2 where P = Pedestrian flow per hour across a 100 meter road length ; V = Number of vehicles in both directions If PV 2 > 10⁸, a formal pedestrian crossing is required. Satisfying policy objectives Cost effectiveness

19. Pedestrian Characteristics and Requirements Walking speed: 1.2-1.35 meters/second at busy crossings 1.6 meter/second at less busy crossings Disabled people 0.5 meters/second Walking Distance 60% of walking journeys under 1.5 Km are made on foot. Pedestrian journey rarely exceeds 3 Km in length Walking capability of elderly and disabled people is much lower Design provision should be based on satisfying the needs of 80% of the pedestrians within a particular disability group

20. Cyclist Requirements Design/provide facilities with a view to increase convenience, comfort and safety to the cyclists. Minimize direct conflict between cyclists and vehicles. Traffic speeds are low in cyclists’ zones Routes should be located to maximize demand. Route should be direct as possible to minimize travel distance. Segregated cycle route should have frequent access point on the local road system. Steep gradients should be avoided (not more than 4 %) Segregated routes to avoid conflicts. Accessible cycle parking.

21. Pedestrian and Bicycle traffic requirements User requirements Safety and coherent network of direct walk/cycle routes Comfort Attractive walking and cycling environment Provider requirements High cost-benefit ratio Cost effective construction Low maintenance requirements Experimental value learning and demonstration Sufficient road reserves

22. Pedestrian Considerations Practical standing capacity is equal to 0.21 sq /m Walking capacity of a footway is 25 pedestrian/minute/feet When the average module(space) size is 5-9 sq.f / ped Pedestrians with poor eyesight require strong contrasts Pedestrians with hearing problems rely on seeing vehicles in order to cross road safely so unobstructed views are important. Elderly people walk slowly so pedestrian phases in signal operations need to be designed specifically Centrally located raised refugees (1.8 meter wide for wait on the carriage way at pedestrian crossings) Stable footpath and crossings

23. Footways/pedestrian pathways Footway should be segregated from vehicular traffic Sufficiently wide along shop frontages wherein the capacity should be 33-49 pedestrians/minute/meter. In busy areas guardrails to prevent pedestrians from carriageway vehicle (0.5 meters from the curb with high visibility)

24. Considerations for Footpaths Design and maintain surfaces to be stable, firm, even, and slip resistant to ensure safety for all users of footpaths Design footpaths with the principle of enhancing accessible journeys Ensure footpath designs consider linkages to kerb and channel, storm water, vehicle crossings, street furniture, carriageway light poles, trees and road signs. Minimum width as per country standards should be maintained, e.g , 1.5 m minimum Ensure that materials used in high volume pedestrian locations are of the highest quality and amenity Ensures pedestrian priority is clearly indicated at vehicle crossings.

25. Well designed footpaths

26. Enchroached / Illmaintained footpaths

27. • Footbridges Factors affecting their use • • • • • • • Directness of route Ease of negotiation Safety Clean and well designed Well illuminated Vandal proof Appropriateness of steps/ramps (1.8 meter width or more depending on peak pedestrian close) At-grade pedestrian crossings Uncontrolled crossings-zebra crossings-not suitable where vehicle flow is high and fast moving Light controlled crossings Conventional traffic signal controls intersections Pelican (pedestrian light controlled) crossings Puffin (pedestrian user-friendly intelligent) crossings Segregated crossings Subways

28. Puffin and pelican crossing

29. Design considerations Preferred width is 3.0m (min 2.0m) Considerations for Cycle Paths A SEGREGATED facility is preferred where possible, especially in urban areas and where the flows of cyclists are likely to be high (>200 per hr ). An UNSEGREGATED cycle track on a should only be provided if: Low pedestrian/ cycle flows Limited widths available (minimum provision is 2.0m)

30. Considerations for Cycle Tracks Segregated cycle facilities are marked lanes, tracks, shoulders and paths designated for use by cyclists from which motorized traffic is generally excluded. The term includes bike lanes, cycle tracks/separated bike lanes, road shoulders and side paths located within a road right-of- way.

31. Cycle Routes Strategy Routes-Long distance routes that link large areas together. Area Routes- Serve as link between local areas and surrounding shared open spaces such as parks etc. Recreational Routes- Provided for pleasure cycling within/linking a recreational area. Neighborhood Routes- Short distance links. All routes should be as direct as possible. Network should link all major points of attraction. Safe cycling routes- With marked cycle lines. Where pedestrians and cyclists share same right of way their carriageway should be separated either by grade or a physical barrier. Safe crossing points

32. They face specific excess problems in the use of fixed and flow entities. Physically Disabled/ Special Needs ‘Physically Disabled’ refers to people who by reason of accident, disease, or congenital conditions have impaired mobility. The mobility systems do not consider mobility requirements of such people.

33. Design considerations for the Disabled Ramp gradient not greater than 5 % Provision of hand rails Flat rest platforms on steep ramps after every 10 meter interval Steps designed in a manner specifically to suit the requirements of blind/partially sighted people Textured paving and well lit Street furniture to be located away from main movement paths Colour should contrast the surroundings or objects Grouping of furniture Preventing tapering obstructions by providing raced curbs/textured surfacing Information needs- directional information by signing Audible and tactile signals

34. Disability Group Recommended Distance Limit without rest (meter) Wheel Chair users 150 Visually impaired 150 Stick users 50 Ambulatory without walking aid 100 Seating Primary purpose built seating such as benches and seats. Secondary informal seating such as steps, planter walls. Seating areas should not be affected or hinder circulation. Should not be subject to adverse micro climatic conditions. Stimulate social interaction. Site parallel to pedestrian flows. For disabled spacing of 50 meters Variation in seating design-420-450 mm walking surface level .

35. NMTS

36. High PCU values, separate lane undesirable. Low motorised intensity feeder roads can use animal based nmts . Animal based NMTs Integral part of developing world cities. Use same road space- conflicts Many city govts plan to phase out urban animal based transport.

37. Improving NMT Mobility-A Summary Improve sidewalks, crosswalks, paths and bikelanes . Correct specific roadway hazards to nonmotorized transport (sometimes called “spot improvement” programs). Improve Nonmotorized Facility Management and Maintenance, including reducing conflicts between users, and maintaining cleanliness. Universal Design (transportation systems that accommodate people with disabilities and other special needs). Develop pedestrian oriented land use and building design (New Urbanism). Increase road and path Connectivity, with special nonmotorized shortcuts. Street furniture (e.g., benches) and design features (street lights). Create a Multi-Modal Access Guide, which includes maps and other information on how to walk and cycle to a particular destination.

38. Contd.. Traffic Calming, Streetscape Improvements, Traffic Speed Reductions, Vehicle Restrictions and Road Space Reallocation. Safety education, law enforcement and encouragement programs. Integrate with transit (Bike/Transit Integration and Transit Oriented Development). Bicycle Parking. Address Security Concerns of pedestrians and cyclists. Public Bike Systems(PBS), which are automated bicycle rental systems designed to provide efficient mobility for short, utilitarian urban trips. Pedways , which are indoor urban walking networks that connect buildings and transportation terminals.

39. Reflections Indicate the factors that would impact your choice of NMT. Analyze your walking behavior and bring out the impediments How can the city of Arbaminch be made NMT friendly.

40. References Handbook on Urban Landuse and Transportation Planning , Compiled by Kiran Sandhu, 2012. Grava S, Urban Transportation Systems ,2003, McGraw- Hill, Singapore. Papacostas C.S and Prevedouros P.D, 2001, Transportation Engineering and Planning , Third Edition, Prentice Hall, New Jersey Meyer M.D and Miller E.J, 2001, Urban Transportation Planning , McGraw-Hill, Singapore. Flaherty CA, 2006, Transport Planning and Engineering , Elsevier, Amsterdam Internet References for illustrations.